Electric automatic train stop, telephone, and block-signal system.



w.1.'cRABE& H. B. B ODEHAVER.

ELECTRIC, AUTOMATIC TRAIN STOP, TELEPHONE, AND lBLOCK STGNAL SYSTEM.l APP'LlcATloN riLED'MN. 26. 1914. 4

1,149,159. 'Pateted Augqs, 1915.

WILLIAM J. Grinsen, for DRUM, Annemans' B'nonniinvnn, or Beernem i f, Vrcalascan'In.

Enncra'ic Auroivtnric 'raam-saine, retiennent, nnnsnoeicsrenar, assainir."

Application'led January at Dru-m, in the county of .Placer and State of California, and HARRY B. RODEHAVER, a citizen of the United States, residing at East Auburn, in the county of Placer and' State of California, have invented new and useful Improvements in Electric Automaticv Train Stop, Telephone, andBlock-Signal Systems, of which'the following is a specification.

This invention relates to an electric, automatic train stop, telephone and block lsignal system. v l

Thel object of this invention is to provide/ a simple, reliable, easily operated electric, automatic .rain stop, telephone and vblock signal system which can be easily installed and operated in connection with the standard forms of existing tracks and lines.

Other objects will hereinafter appear.

The` invention consists the construction and as hereinafter more fully describedr and claimed, having reference to the accompanying drawings, in which Figure l is a diagrammatic view of the whole connected system. Fig. 2 is a diagrammatic view of the telephone circuit.

Referring to the drawings, A indicates a continuous rail` bonded so that it will conduct an electric current. This' will hereinafter be known as the common rail.

B is an ordinary rail, which is shown as divided into three blocks generally indicated at 2, 3 and 4. These blocks can be of any desired length but are insulated electrically from each other. When a train comes into a block, as indicated at 3, it completes the,

following circuit Starting from battery 5 the current passes through the wire 6, common rail A, the wheels and axle of the locomotive indicated'at 7, rail B, wire 8 and magnet 9 toa wire l() and back to the bat'- tery, completing a circuit through magnet 9.

.Pivotally mounted, as at 1l, with relation to the magnet 9, 's a switch bar l2 operatedby magnet 9. ,This switch bar normally assumes the positionindicated at 12, Fig. l,

on the opposite side from switch bar l2, but; is lifted intoithe closed position, indicated at 12, lwhen magnet 9 becomes energized which occurs when la train enters the connected block. rlhe closing of the switch bar Speceation of Letters LEatcnt.`

of the parts and combination of partsv ieri. serial nu eier-37e.

12 closes a local lCircuit suitable means, indicated 1 are provided and are operable in connec tion. with magnet 9 for the purpose of throwing the semaphore arm 18 into danger position.

' Referring tol? 1g. l,

a train into block' circuit similar to the one vjust' ldescribed through electromagnet'b and also establishes a local circuit through a light lh and battery ll"v by operating the switch bar 12b similarto theoperation ofi the bar l2. The semaphore arm 18h also operated in unison with the electromagnet 9b, and light 1 '16h is similarly illuminated by the closing 15b. The enof the circuit through battery trance of a train into a block will thus cause complishedfin the following manner and the circuit `here described will be known as 'the brake circuit l: Suitably positioned be Y tween the common rail-i.` and the second rail is a thirc as an overhead trolley, but preferably the third rail here shown laid in the center` of the tracks. This third rail is insulated for a very low-voltage andbonded for heat-'y current and is divided into blocks similar to rail B, as indicated at B and B2. Each atenterl fling. of, :Tittilthrough corrtiuetsy .Y .3y 1K3 and i4, battery l5, and a light land up by the dotted lines it will be seen that 'four electromagnets 9, 9a, 9b and 9c are provided, 'two for each block. l he entrance of 3 simlilltaneously closes ak l rail C, or other connection, such` the rear of the block in which ytrain locomotive is provided with a Contact shoe 19, of suitableconstruction, which is adapted to malte-a continuous Contact with the tnird rail ,f an electromagnet 42O the steam or operated brake valve 22,

telephone 23andv a double-thrommdoublef The operation wiligroeaa happens to approach train 'l' fromV il, a circuit will immediately be estelau suitably connecf'ted through' an armature` lever 2l 1 be traced as follows: 25'indicates a battery lished topperatezthe electromagnets and automatically's'et the brakes. This circuitcan and 26 indicates a triple-pole, double-throw switch, the position of which is controlled by the station operator. lts normal position is that indicated in Fig. '1 where it is in cir# cuit with the battery 25. The current will travel as follows: Commencing with battery 2 5 the current passes out through wire 27, contact 28, switch bar 12",-contact 2.9, wire '30, third raillC, contact shoe 19 and wire 31; then through one of the arms of the double-pole, double-throw switch 2i, magnet 20, back through the opposite arm of the switch 24:, wire 32, axle and wheels 7, common rail A, axle and wheels 7a of the opposite train,

wire 32a, double-pole, double-throw switchv 24a, electromagnet 20, back through the opposite arm of the switch 24a, wire 31, contact shoe 19a, third rail C, wire 30", contact 29a, switch bar 12C, contact 28, wire 27a, outside arm ofv switch 26 and back to the thrown into a circuit, hereinafter to be described. v The double-pole, double-throw switch 24 is, however. not thrown into cir cuit with the telephone until the brakes upon the respective locomotives have been re-V leased l-loy opening, the circuit through the respective magnets"-20 and20a. This is performed by the operator and is accomplished by throwing the tripleLpole, double-throw switch 29 from the pcsition indicated in Fig. l into the opposite position indicated in Fig. 2 or in circuit with contacts 33 on the telephonie circuit. The operator at the .station is automatically informed or in other words given an alarm to indicate that the trains have met and that they have been automatically stopped. This alarm is given by a gong, indicated at 34, and the circuit through said gong is closed simultaneously with the closing of the circuit through the brake magnets 20 and 2Oa which is accomplished by operating the respective switch bars 12c and 12". The circuit through the gong 34 passes from a local battery 35, with connected wire and the contacts indicated at 36. It can thus be seen that the setting of the brakes when two trains approach is au- 'mmatinnllv brought to the notice of the station'op'" after/by the operation o f the alarm gong-3foany other suitable means operated by the local `circuit through battery 35. This immediately indicates to the station -operator what has happened and in order to place himselfl in communication with the engineers of the respective locomotives the first operation necessary is to throw the triple-pole switch 26 over into engagement withthe opposite contacts 33 to establish a telephone circuit and also to break the circuit through the brake magnets 20 and 20 upon the respective locomotives. The moment switch 2G is thrown into this position by the station operator itl can easily be l seen that the brake magnets 20 and 20a immediately become denergized and that the connected brake air levers are consequently released. `This'immediately indicates to the respective engineers that the operator is on the telephone circuit and desires to communicate with them. Each engineer lthen throws his respective double-pole, doublethrow switch 2i into engagement with the contacts37 on the locomotive telephone circuit, and this circuit can be traced by referring to Fig. 2 which is a diagram of the telephone circuit only. Eachl circuit is similar to the locomotive brake circuit with the one exception that in place of passing the current' through the brake magnets 20 and 20a the circuit is switched through the respective telephones and the circuit may be traced as follows: Commencing from telephone 40 the current passes through the middle leg of switch 33 and through wire ell to the common rail A, from where the current passes through the wheels and axles of locomotives 7 and 7"@ wires 32 and 32, and one leg of each switch 24 and 24a to one side of the telephones 23 and 23a. The "other side ofthe lparallel circuit passes from the other terminal of telephone 40, through the two outside legs of switch 33, through wires 27 and 22, contacts 28 and 28a, wires 30 and 30a to adjacent sections ofthe third rail C, from where the current passes through shoes 19 and 19H. with connected wires, to the opposite terminal of the previously mentioned locoimitive telephones. The provision of thel auxiliary connection 41 completes the para l glgcircuit which'not only permits the engine .,is to communicate vwith each other, but als permits the operators of the telephones-LG and 42 to communicate with each other, or with both or either engineer. Connection can at the same time be made through thetelephone 40 or 42 withvthe usual outside telephone' circuit. From the foregoing description it can be seen that each engineer will receive L .his respective orders and can then pri'oceed ir'the" direction dictated by the operator. Fach engineer then throws his respective double-pole,- double-throw switch 24 and 24: back into cir- Aalong the sides of .the semaphorerarni malaise cuit with the brakemagnets 20. and 20aso that the automatic braking mechanism will be in readiness for automatic operation with relation to the remainder of the circuit on' the system, lor any automatic mechanism may be .provided for the purposevol'l returning the switch to the brake circuit.

The automatic stop, block signal and telephone system constructed and connected as here shown may be cheaply installed and can be operated on .a low voltage curreiit, and the circuits established may be controlled from a local set of batteries and can thus be easily taken care of and tested from time to time to guard against leakages and waste of curren The telephone circuit may be connected with the usual telephone carried kon poles maining connecting circuits are simply connected with the tracks which then act as conductors for the severalcircuits. Perfect insulation at any point is not' absolutely necessary as a low voltage current is all that isiiecessary'for-the purpose ofoperating the different magnets and p connected switches.

The connectionbfetween the magnets 9 and v S18 may be accomplished in any suitablc'maimer (not here shown), as it is not necessary for the successful operation ofthe system to provide any particular connection at this point. Similar switch bars 12, with connected double-pole and double-tlirow switches, may be suitably constructed to suit conditions and local requirements. The materials and finish of the several parts of the apparatus may likewise be changed and installed according to the judgment and requirements of the manufacturers. 40

Having thus described our invention, what we claim and desire to secure by Letters Patent is l. The combination 4with a common continuous rail conductor, of a second rail 4divided into blocks, a third rail parallel with the second rail similarly divided into blocks, a battery connected on one side with the common rail, a pair of electromagnets 4having their lower terminals connected respectively with adjacent sections of the second rail on different sides of the block and hav- -ing their upper terminals connected with the battery, pivotally mounted switchbars operated by the electromagnets, a pair of contact members connected respectively with adjacent sections of the third rail, a pair of contact members connected with a second battery through a switch, said switch bars controlling the connection between said contact members, a pair of locomotives, one in ea'ch block, an electromagnet on each locomotive having their lower terminals connected through contact shoes with the third rail and their upper' terminals grounded'on the common and second rails,and valves 011 each the track, while the rethe electroniagnets actuating the air locomotive controlled by on the locomotives for brakes.

2. The combination with a common continuous rail conductor,- of a second rail divided into blocks, a third rail parallel with the second rail similarly divided into blocks, a battery connected on one side with the common rail, a pair of electromagnets having their lower terminals connected respectively with adjacent sections of the second rail on different sides of the block and having their upper terminals connected with the battery, pivotally mounted switch bars operated by the electromagnets, a pair of contact members connected respectively with adjacent sections of the third rail, a pair of contact members connected with a second. battery through a switch,` said switch bars controlling the connection between the contact members, a pair of locomotives, one in each block, an electromagnet on each-locomotive having their lower terminals connected through contact shoes with the-third rail and their upper terminals grounded on the common and second rails, valves on each locomotive controlled by the electromagnets on the locomotives for actuating the air brakes, and means controlled by a station operator for breaking the circuit through the electromagnets on the locomotives.

3. The combination with -a commonv continuous rail conductor. of a second rail divided into blocks, a third rail l parallel with the second rail similarly divided into blocks, a battery connected on one side with lthe common rail,;a pair of electromagnets having their lower terminals connected respectively with adjacent sections of the second rail on different sides of the block and having their upper terminals connected with l the battery, pivotally mounted switch bars of contact members connected with a second battery through a switch, said switch bars controlling the connection between said conltact members, a pair of locomotives, one'in each block, an electromagnet on each locomotive having their lower terminals connected through contact shoes with the third rail and their upper terminals grounded on the common and second rails, valves on each locomotive controlled by the electromagnets on the locomotives for actuating tlle air' brakes, means controlled by a station operator for breaking the circuit through the elecfor the station operator, a telephone on each locomotive, and a double-pole, double-throw,

.tromagnets on the locomotives, a telephone V switch on each locomotive for throwing the telephones into circuit with the station teletinuous rail conductor, of a second rail di vided into blocks, a third rail parallel with the second rail similarly, divided into blocks, a battery connected on one side with the common rail, a pair of electromagnets-having their lower terminals connected respectively with adjacent sections of the second rail on different sides o t the block and having their upper'terminals connected with the battery, pivotally mounted switch bars operated by the4 electromagnets, semaphore arms connected with and operated by said switch bars, a 'pair of contact members connected respectively with adjacent sections of the thirdrail, a pair of contact members connected with. a second battery through a switch, a pair of locomotives, one in each' block, an electromagnet on each locomotive having their lower terminals connected through contact shoes with the third rail and their upper terminals grounded. on the common and second rails, and valves on each locomotive controlled by the electromagnets on the locomotives for actuating the airl brakes. v

5. The combination with a common con tinuous rail conductor, of a second rail di vided into blocks, a third rail-parallel with the-second rail similarly divided into blocks, a battery connected on one side with the common rail, a pair of electromagnets having their lower terminals connected respectively with the adjacent sections oi the second rail on different sides of the block and having their upper terminals connected with the battery, pivotal'ly mounted switch bars operated by the electromagnets, a pair of contact members lconnected respectively with adjacent sections ot the third rail, a pair of contact members connected with a second battery through a switch, a signal bell, a third battery, contact members controlled by the switch bars to'closc a circuit through said bell and battery, a pair ot locomotives, one in each block, an electromagnet on each locomotive having their lower terminals connected thrcugh contact shoes with the third rail and their upper terminals grounded on the common and second rails, and valves on each locomotive controlled by the electromagnets on the locomotives for actuating the air brakes. l

6. The combination with a common conn tinuous railconductor, of a second rail li Y vided into blocks', a third rail parallel with the second rail similarly-divided into blocks, a battery, connected Von one side with the common rail, a pair of electromagnets havn ing their lower-terminals connected respectively with the adjacent sections of the second rail on different sides of tht` clock and having their upper terminals coniected with the battery, pivotally mounted switch bars operated by the electromagrets, a pair of contact members connectedl respectively with .adjacent sections ot thethird rail, ,L pair of` contact members connected with a second battery through a switch, pair oi locomotives, one in each block, an electromagnet on each locomotive having their lower terminals connected through contact 'slices with the third rail and their upper motives for' actuating the air brakes, a telephone for the station operator, a telephone on each locomotive, .means for throwing the telephones into circuit with the station telephone and with each other, and a switch controlled by the station operator for breaking the circuit through the electromagnets on the locomotives, said switch being also adapted to openy or close the circuit between the locomotive telephones and the operators telephones.

ln testimony whereof we have hereunto set our hands in the 'presencey of two subscribing witnesses. j

WILLIAM f CRBBE.y HARRY Bia" ODEHAVEB. ylllitnesses: i l. RoDEHAm'R; Trino. l/l. Sintra. 

